Articulated rail coupler

ABSTRACT

An articulated rail coupler comprises a base member, a female connecting member, a male connecting member, a bearing race, a first bearing seated within the bearing race and defining a vertical axis of rotation, and a second or a coupler bearing configured and sized to be received within a truck bogie bearing bowl. The male connecting member is allowed to rotate relative to the female connecting member about the vertical axis of rotation in a range of about ninety degrees, when the male connecting member and the female connecting member are coupled therebetween by the first bearing.

BACKGROUND 1. Technical Field

The subject matter relates to couplers for railcars. It further relatesto couplers allowing articulation of railcars so that lengths of twoadjacent railcars being coupled therebetween are positioned at an angleof 90 degrees to each other.

2. Description of Related Art

The following background information may present examples of specificaspects of the prior art (e.g., without limitation, approaches, facts,or common wisdom) that, while expected to be helpful to further educatethe reader as to additional aspects of the prior art, is not to beconstrued as limiting the present invention, or any embodiments thereof,to anything stated or implied therein or inferred thereupon.

In general, the most efficient point-to-point transportation of freightcan combine the best features of the railroad system and the highwaysystem. Highway vehicles can be preferred for reaching most individualaddresses, because of the ubiquity of the highway system. However, forlong distance transportation, where cost per ton-mile is very important,the railroad system can be the most efficient.

One method of exploiting the advantages of the two systems is to usehighway vehicles to pick up freight at specific addresses, and then toload the highway vehicles onto railroad vehicles for long distancetransportation. Subsequently, in the vicinity of the destination, thehighway vehicles are off-loaded, and used to carry the freight to thefinal addresses.

Most commonly, the highway vehicles are tractor trailer combinations.After picking up freight at specific addresses, the tractor-trailercombinations are driven to terminals, where the trailers are uncoupledfrom the tractors and placed on rail vehicles. The trailers are thencarried on the rail vehicles to terminals close to the intendeddestinations for the freight. The trailers are then removed from therail vehicles, connected to tractors and are then pulled to theirdestinations.

One method of loading the trailers onto rail vehicles is to lift them bymachinery such as cranes or forklifts. The required machinery forlifting the loaded trailers is very large and expensive, and the methodcannot readily be used for trailers such as tankers without the additionof a large amount of structure to such trailers. This approach canconsiderably increase the ton-miles to be carried.

Another method employs a rotary loader attached to the dock. It isrotated so a portion of it is extended over the rail vehicle so trailerscan be moved on and off of the rail vehicles.

Another approach is to use a moveable ramp, which can be moved along theedge of a dock adjacent the rail vehicles, and extend bridges to aposition oblique to the rail vehicles and the edge of the dock so thattrailers can be moved onto and off of the rail vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are incorporated in and constitute part of thespecification and illustrate various embodiments. In the drawings:

FIG. 1 illustrates a 3D view of an exemplary articulated rail coupler;

FIG. 2 illustrates a top view of the articulated rail coupler of FIG. 1;

FIG. 3 illustrates a cross-sectional view of the articulated railcoupler, along lines III-III of FIG. 2 ;

FIG. 4 illustrates a front view of the articulated rail coupler of FIG.1 ; the rear view is identical;

FIG. 5 illustrates one end view of the articulated rail coupler of FIG.1 ;

FIG. 6 illustrates an illustrates an environmental 3D view of thearticulated rail coupler of FIGS. 1-5 employed to couple opposite endsof a pair of adjacent railcars in a semi-permanent manner;

FIG. 7 illustrates a 3D view of a railcar employing the articulatedcouplers of FIGS. 1-6 ;

FIG. 8 illustrates an enlarged 3D view of one end of the railcar of FIG.7 ;

FIG. 9 illustrates an enlarged 3D view of another end the railcar ofFIG. 7 ;

FIG. 10 illustrates a 3D view of a truck bogie employable with therailcar of FIGS. 7-9 ;

FIG. 11 illustrates one exemplary 3D view of a railcar employing thearticulated coupler of FIGS. 1-6 ;

FIG. 12 illustrates one exemplary 3D view of a railcar employing thearticulated coupler of FIGS. 1-6 ;

FIG. 13 illustrates a 3D view of an exemplary articulated rail coupler;

FIG. 14 illustrates a 3D view of arranging railcars of FIGS. 7-9 on apair of spaced apart parallel rail tracks; and

FIG. 15 illustrates a plan view of a single switch and lead in track fora terminal with a single spur.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

Prior to proceeding to the more detailed description of the presentinvention, it should be noted that, for the sake of clarity andunderstanding, identical components which have identical functions havebeen identified with identical reference numerals throughout the severalviews illustrated in the drawing figures.

The following detailed description is merely exemplary in nature and isnot intended to limit the described examples or the application and usesof the described examples. When used herein, the words “example”,“exemplary” or “illustrative” means “serving as an example, instance, orillustration.” Any implementation described herein as “example”,“exemplary” or “illustrative” is not necessarily to be construed aspreferred or advantageous over other implementations. All of theimplementations described below are exemplary implementations providedto enable persons skilled in the art to make or use the embodiments ofthe disclosure and are not intended to limit the scope of thedisclosure, which is defined by the claims.

References in the specification to “an embodiment”, “an example” andsimilar phrases mean that a particular feature, structure, orcharacteristic described in connection with the embodiment or variation,is included in at least an embodiment or variation of the invention. Thephrase “in an embodiment”, “in an example” or similar phrases, as usedin various places in the specification, are not necessarily meant torefer to the same embodiment or the same variation.

For purposes of description herein, the directional and/or relationaryterms such as “upper,” “top,” “lower,” “bottom,” “left,” “right,”“rear,” “back,” “front,” “apex,” “vertical,” “horizontal,” “lateral,”“exterior,” “interior,” and derivatives thereof are relative to eachother and are dependent on the specific orientation of an applicableelement or article, and are used accordingly to aid in the descriptionof the various embodiments and are not necessarily intended to beconstrued as limiting.

Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,or the following detailed description. It is also to be understood thatthe specific devices and processes illustrated in the attached drawings,and described in the following specification, are simply examples of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to the examplesdisclosed herein are not to be considered as limiting, unless the claimsexpressly state otherwise.

The term “or” when used in this specification and the appended claims isnot meant to be exclusive; rather the term is inclusive, meaning eitheror both.

The term “couple” or “coupled” when used in this specification andappended claims refers to an indirect or direct physical connectionbetween the identified elements, components, or objects. Moreover, wherefirst and second devices are coupled, intervening devices includingactive devices may be located there between. Often the manner of thecoupling will be related specifically to the manner in which the twocoupled elements interact.

The term “directly coupled” or “coupled directly,” when used in thisspecification and appended claims, refers to a physical connectionbetween identified elements, components, or objects, in which no otherelement, component, or object resides between those identified as beingdirectly coupled.

The term “operatively coupled,” when used in this specification andappended claims, refers to a physical connection between identifiedelements, components, or objects, wherein operation of one of theidentified elements, components, or objects, results in operation ofanother of the identified elements, components, or objects. For example,where the articulated rail coupler 10 is rigidly connected to oppositeends of a pair of adjacent railcars 200, the resulting couplingarrangement allows coupling of one railcar 200 to another railcar 200 ora locomotive (not shown) and decoupling such railcar 200 therefrom.

The terms “removable”, “removably coupled”, “removably disposed,”“readily removable”, “readily detachable”, “detachably coupled”,“separable,” “separably coupled,” “releasably attached”, “detachablyattached” and similar terms, when used in this specification andappended claims, refer to structures that can be uncoupled, detached,uninstalled, or removed from an adjoining structure with relative ease(i.e., non-destructively, and without a complicated or time-consumingprocess), and that can also be readily reinstalled, reattached, orcoupled to the previously adjoining structure.

It will be understood that when an element is referred to as being “on”another element, it can be directly on the other element or interveningelements may be present therebetween. In contrast, when an element isreferred to as being “directly on” another element, there are nointervening elements present. As used herein, the term “and/or” includesany and all combinations of one or more of the associated listed items.

It will be understood that, although the terms “first,” “second,”“third” etc. may be used herein to describe various elements,components, regions, layers and/or sections, these elements, components,regions, layers and/or sections should not be limited by these terms.These terms are only used to distinguish one element, component, region,layer, or section from another element, component, region, layer orsection. Thus, “a first element,” “component,” “region,” “layer,” or“section” when discussed below could be termed a second element,component, region, layer, or section without departing from theteachings herein.

Spatially relative terms, such as “beneath,” “below,” “lower,” “above,”“upper,” and the like, may be used herein for ease of description todescribe one element or feature's relationship to another element(s) orfeature(s) as illustrated in the figures. It will be understood that thespatially relative terms are intended to encompass differentorientations of the device in use or operation in addition to theorientation depicted in the figures. For example, if the device in thefigures is turned over, elements described as “below” or “beneath” otherelements or features would then be oriented “above” the other elementsor features. Thus, the exemplary term “below” can encompass both anorientation of above and below. The device may be otherwise oriented(rotated 90 degrees or at other orientations) and the spatially relativedescriptors used herein interpreted accordingly.

The term “semi-permanent” is meant herein that the opposite ends of apair of adjacent railcars can be coupled and uncoupled but otherwiseremain coupled during operation.

The term “substantially horizontally” when used herein when referring toelements or features of the articulated rail coupler should beunderstood to mean that such elements or features are positioned withrespect to a vertical line extending there above at an angle of 90°,except for manufacturing tolerances. The angle can be in the range offrom about 89° to about 91°, in the range of from about 88° to about92°, in the range of from about 87° to about 93°, or in the range offrom about 85° to about 95°. In other words, the term “substantiallyhorizontally” should be also understood to mean that, if deviating fromabsolutely horizontal, the articulated rail coupler is operable to allowcoupling/uncoupling of opposite ends of a pair of adjacent railcarstherebetween or coupling/uncoupling of the railcar to/from a locomotiveand allow loading, unloading and transport of objects over a railnetwork.

The term “generally horizontal(ly)” or “generally vertical(ly)” shouldbe also understood to mean respectively horizontally or verticallydisposed element or surface but the term does not exclude thepossibility of orienting such feature or surface at a small anglerelative to respectively absolute horizontal or vertical plane or line.

The terms and words used in the following description and claims are notlimited to the bibliographical meanings, but, are merely used to enablea clear and consistent understanding of the invention. Accordingly, itshould be apparent to those skilled in the art that the followingdescription of exemplary embodiments of the present invention areprovided for illustration purpose only and not for the purpose oflimiting the invention as defined by the appended claims and theirequivalents.

It is to be understood that the singular forms “a,” “an,” and “the”include plural referents unless the context clearly dictates otherwise.Thus, for example, reference to “a component surface” includes referenceto one or more of such surfaces.

The particular embodiments of the present disclosure generally providedevices, and methods directed to articulated couplers for railcars.

In particular embodiments, an articulated rail coupler couples oppositeends of a pair of adjacent railcars in a semi-permanent manner.

In particular embodiments, an articulated rail coupler couples an end ofthe railcar to a locomotive.

In particular embodiments, a railcar comprises a pair of tapered ends.

Reference is now made, to FIGS. 1-5 , wherein there is shown anexemplary articulated rail coupler, generally designated as 10. Thearticulated rail coupler 10 comprises a base member 20, a femaleconnecting member 40, a male connecting member 90, a bearing race 120, afirst bearing 130, and a second or a coupler bearing 140 configured andsized to be received within a truck bogie bearing bowl.

The base member 20 is being illustrated as a disk-shaped member,although other shapes are also contemplated herewithin. The base membercomprises an upper surface 22 and a lower surface 24. The upper surface22 is being disposed substantially horizontally during use of thearticulated rail coupler 10. The lower surface 24 is being spaced apartfrom the upper surface 22 to define a thickness and a peripheral edgesurface 26 of the base member 20. Although the surfaces 22 and 24 havebeen illustrated as planar surfaces, voids and/or abutments can beprovided. In other words, the surface 22 and/or 24 does not have to be aplanar surface. The base member 20 can be adapted with a void 30 throughthe thickness of the base member 20 and in an open communication withthe peripheral edge surface 26. The void 30 when provided, is disposedin a non-load bearing portion of the base member 20. The void 30, whenprovided, reduces weight of the base member 20 and, respectively, of thearticulated rail coupler 10. The base member 20 can be manufactured by acasting or a forging process, particularly when optional void 30 isprovided or can be machined from a plate stock.

The female, or first, connecting member 40 defines a first axis 12 ofthe articulated rail coupler 10. The first axis 12 is being disposedhorizontally or substantially horizontally during operation of thearticulated rail coupler 10 and is aligned after assembly with alongitudinal axis of the railcar. Or the first axis 12 can also be thelongitudinal axis of the railcar. The female connecting member 40comprises a first end 42 with a bottom surface 45 positioned at a firstdistance 32 from the upper surface 22. In other words, the first end 42is positioned at a first distance 32 above the upper surface 22. Whenthe void 30 is provided, the first end 42 is positioned over the void30. The first end 42 can be sized and shaped to operatively couple to acenter sill (not shown) of a railcar. Accordingly, the first end 42comprises a generally rectangular or a generally square cross-section ina plane normal to the upper and lower surfaces, 22 and 24 respectively.The first end 42 can be solid throughout or can comprise an optionalcavity 44. The cavity 44 can be in an open communication with a freeperipheral edge 46 of the first end 42. When provided, the cavity 42reduces weight of the female connecting member 40 and, respectivelyreduces the weight of the articulated rail coupler 10. When the cavity44 is provided, the first end 42 essentially defines a box-shapedmember. The first end 42 is aligned along the first axis 12 of thearticulated rail coupler 10. During operation of the articulated railcoupler 10, the first end 42 is rigidly coupled, by a welding process,to an end of the railcar, for example the above mentioned center sill(not shown). The female connecting member 40 also comprises a second end50. The second end 50 comprises a first wall 52 with an inner surface54, an outer surface 56 and a pair of first edge surfaces 58. Each ofthe pair of first edge surfaces 58 is being disposed generally normal tothe upper surface 22 and tapering inwardly from a respective side edgesurface 57 of the first wall 52. The second end 50 also comprises asecond wall 60 upstanding on the upper surface 22 of the base member 2.The second wall 60 comprising an inner surface 64 disposed generallyparallel to and at a distance from the inner surface 54 of the firstwall 52. The second wall 60 also comprises a pair of second edgesurfaces 68, each of the pair of second edge surfaces 68 being disposedgenerally normal to the upper surface 22 and tapering inwardly from arespective side edge surface 66 of the second wall 60. Each of the pairof second edge surfaces 68 is being coplanar, in a vertical plane, witha respective one of the pair of first edge surfaces 58. An aperture 70is formed through a thickness of the first wall 52 and has an innersurface 72. There is also a bore 74 formed in the second wall 60 in avertical or substantially vertical alignment with the aperture 70. Theaperture 70 and the bore 74 define a second axis 14 of the articulatedrail coupler 10. The second axis 14 is being disposed vertically orsubstantially vertically during the operation of the articulated railcoupler 10 and normal to the first axis 12. The second axis 14 defines avertical axis of rotation. A third wall 80 connects the first wall 52and the second wall 60 therebetween. The third wall 80 has an outersurface 82 being in an abutting relationship with the first end 42 andcomprising an inner surface 84. An optional cavity 88 can be disposed inthe inner surface 84 of the third wall 80. An upper surface 48 of thefirst end 42 and the upper surface 56 of the second end 50 areessentially coplanar with each other and define a unitary upper surfaceof the female connecting member 40. The female connecting member 40 canbe welded to the base member 20 at the second wall 60. As is bestillustrated in FIG. 3 , the female connecting member 40 can beintegrated with the base member 20 and provided as a one-piece unitarymember. This one-piece unitary member can be manufactured by a castingor a forging process.

The male, or second, connecting member 90 comprises a first end 92 witha bottom surface 95 positioned at a second distance 34 from the uppersurface 22. In other words, the second end 92 is positioned at thesecond distance 34 from the upper surface 22. The second distance 34 canbe the same as the first distance 32 or can be sized smaller or larger.The first end 42 is sized and shaped to operatively couple to a centersill (not shown) of a railcar. Accordingly, first end 92 comprises agenerally rectangular or a generally square cross-section in the planenormal to the upper and lower surfaces, 22 and 24 respectively. Thefirst end 92 can be solid throughout or can comprise an optional cavity94. The optional cavity 94 can be in an open communication with a freeperipheral edge 96 of the first end 92. When provided, the cavity 94reduces weight of the male connecting member 90 and, respectivelyreduces the weight of the articulated rail coupler 10. When the cavity94 is provided, the first end 92 essentially defines a box-shapedmember. It should be noted that the optional cavity 94 can be providedtogether with or separately from the optional cavity 44. Duringoperation of the articulated rail coupler 10, the first end 92 isrigidly coupled to an end of the railcar. The male connecting member 90also comprises a second end 100. The second end 100 comprises a firstsurface 102, a second surface 104 being spaced apart from the firstsurface 102, a thickness of the second end 100 of the male connectingmember 90 being defined by a distance between the first surface 102 andthe second surface 104. The thickness of the second end 100 of the maleconnecting member 90 is being smaller than the distance between theinner surface 54 of the first wall 50 and the inner surface 64 of thesecond wall 60 of the second end 50 of the female connecting member 40.An aperture 110 is provided through the thickness of the second end 100of the male connecting member 90. The aperture 110 of the maleconnecting member 90 has an inner surface 112 and is being axiallyaligned along the second axis 14 with the aperture 70 through the firstwall 52 of the second end 50 of the female connecting member 40 and withthe bore 74. As it can be further seen from FIGS. 1-5 , the first end 92of the male connecting member 90 is being generally aligned with thefirst end 42 of the female connecting member 40 along the first axis 12.The male connecting member 90 can be manufactured by a casting or aforging process.

The bearing race 120 is disposed in the aperture 110 of the second end100 of the male connecting member 90. The bearing race 120 comprises andouter surface 122 sized and shaped to contact the inner surface 112 ofthe aperture 110 through the thickness of the second end 100 of the maleconnecting member 90 so as to prevent a movement of the bearing race 120relative to the aperture 110 through the thickness of the second end 100of the male connecting member 90. The bearing race 120 further comprisesan inner surface 126 with a partially spherical shape.

The first bearing 130 comprises a main portion 132 comprising apartially spherical exterior surface 134 being sized to be receivedwithin the inner surface 126 of the bearing race 120. The main portion132 is being further sized to pass through the aperture 70 in the secondend 60 of the female connecting member 40. The first bearing 130 alsocomprises a first end 136 extending from the main portion 132. The firstend 136 is being sized to be seated within the aperture 70 in the secondend 50 of the female connecting member 40. The first bearing 130additionally comprises a second end 138 extending from the main portion132 axially opposite to the first end 136 of the first bearing 130 alongthe second axis 14. The second end 138 is being sized to be seatedwithin the bore 74 in the second end 50 of the female connecting member40. The first end 136 is being illustrated as being larger than thesecond end 138. However, the first end 136 and the second end 138 can besized generally identically, by using a washer-shaped member (not shown)to compensate for a larger size of the aperture 70. Although, the firstaperture 70 and the first end 136 are being illustrated as rounds, thefirst and second ends 136, 138 respectively, can be adapted withdifferent cross-sectional shapes, to complement shape(s) of the firstaperture 70 and/or bore 74. In either configuration, the bearing 130 isprevented from a rotation about the second axis 14. In other words, thefirst end 136 is prevented from a rotation within the aperture 70 and/orthe second end 138 is prevented from a rotation within the bore 74. Whenthe aperture 70 and the first end 136 are provided with roundcross-section, the first end 136 can be seated within the aperture 70 byway of an interference or frictional fit between the outer peripheralsurface 137 of the first end 136 and the inner surface of the aperture70. In other words, in this example, the outer peripheral surface 137 isbeing sized slightly larger than the inner surface 72. If the aperture70 is provided with other than the round shape, for example such as asquare shape, the complimentary outer peripheral surface 137 can besized for the above described frictional or interference fit, can besized slightly smaller than the inner surface 72 to provide a slip fitbetween the aperture 70 and the first end 136 and even be sized to allowa light play or a movement of the first end 136 within the aperture 70,but without affecting performance of the articulated rail coupler 10.Similar considerations apply to the bore 74 and the second end 138. Inany of the above examples, the bearing race 120 and/or first bearing 130can be configured as a wear component to be removed and replaced duringuse of the articulated rail coupler 10 so as to extend operating life ofthe articulated rail coupler 10 by minimizing the retrofit costs. In anexample, the bearing race 120 can comprise a material that reduces afriction between the main portion 132 of the first bearing 130 and theaperture 110 in the male connecting member 90. Such material can be abronze, a polymer, for example such as nylon, teflon or any othermaterial suitable for use in a rail environment. It would be understood,that the cost to remove and replace the bearing race 120 and/or firstbearing 130 is far less than a cost to remove and replace either thefemale coupling member 40 or the male coupling member 90. For thereasons to be explained later in this document, during operation of thearticulated rail coupler 10, the second end 100 of the male connectingmember 90 moves in an articulated manner about the main portion 132 ofthe first bearing 130 so that the male connecting member 90 moves in thearticulated manner about the female connecting member 40. The maleconnecting member 90 also pivots or rotates in the horizontal planeabout the second axis 14, during the operation of the articulated railcoupler 10, in a range of about ninety degree. The first and second edgesurfaces, 58 and 68 respectively, of the second end 50 of the femaleconnecting member 50 can be positioned to limit pivoting or rotation ofthe male connecting member 90 about the second axis 14. In other words,the first and second edge surfaces, 58 and 68 respectively, can beconfigured to operate as stops.

The second bearing 140 upstands on the lower surface 24 of thedisk-shaped base member 20. The second bearing 140 is being sized andshaped to be received within a truck bogie bearing bowl 292. The secondbearing 140 can be welded to the bottom surface 24 of the base member20. As is best illustrated in FIG. 3 , the second bearing 140 can beintegrated with the base member 20 and provided as a one-piece unitarymember. This one-piece unitary member can be manufactured by a castingor a forging process. As is further illustrated in FIG. 3 , the secondbearing 140, the female connecting member 40 and the base member 20 areprovided as a one-piece unitary member and can be also referred to as afemale connecting member.

Thus, in an embodiment, the articulated rail coupler 10 comprises a basemember 20; a female connecting member 40 comprising a first end 42positioned at a distance from an upper surface 22 of the base member 20,and a U-shaped second end 50 upstanding on the upper surface 22 of thebase member 20 and being axially aligned with the first end 42 along afirst axis 12 disposed substantially horizontally during operation ofthe articulated rail coupler 10; a first bearing 130 being secured inthe U-shaped second end 50 and defining a second axis 14 being normal tothe first axis 12 and being disposed generally vertical during theoperation of the articulated coupler 10; a male connecting member 90comprising a first end 92 and a second end 100; a bearing race 120disposed within an aperture 110 in the second end 100, the first bearing130 operatively meshing with the bearing race 120; the male connectingmember 90 being configured to articulate about a portion of the firstbearing 130 and within the U-shaped second end 50 and rotate about thesecond axis 14; and a second bearing 140 upstanding on a lower surface24 of the base member 20, the second bearing 140 being sized and shapedto be received within a truck bogie bearing bowl. A feature of thisembodiment is that each or both of the first end 42 and first end 92 cancomprise a box-shaped structure.

It is also contemplated herewithin that the inner surface 112 of theaperture 110 can be provided as a partially spherical surface tocomplement the partially spherical surface 134 of the main portion 130.In other words, the articulated rail coupler 10 can be provided withoutthe bearing race 120. In this embodiment, the partially sphericalsurface 134 can be adapted with an optional liner or a coating (notshown) that reduces friction during pivoting or rotation of the maleconnecting member 40. Such liner or coating (not shown) can be apolymer, for example such as nylon, teflon or any other materialsuitable for use in the rail environment.

Thus, in an embodiment, the articulated rail coupler 10 comprises a basemember 20; a female connecting member 40 comprising a first end 42positioned at a distance from an upper surface 22 of the base member 20,and a U-shaped second end 50 upstanding on the upper surface 22 of thebase member 20 and being axially aligned with the first end 42 along afirst axis 12 disposed generally horizontally during operation of thearticulated rail coupler 10; a first bearing 130 being secured in theU-shaped second end 50 and defining a second axis 14 being normal to thefirst axis 12 and being disposed generally vertical during the operationof the articulated coupler 10; a male connecting member 90 comprising afirst end 92 and a second end 100 configured to articulate about aportion of the first bearing 130 and within the U-shaped second end 50and rotate about the second axis 14; and a second bearing 140 upstandingon a lower surface 24 of the base member 20, the second bearing 140being sized and shaped to be received within a truck bogie bearing bowl292. A feature of this embodiment is that each or both of the first end42 and first end 92 can comprise a box-shaped structure.

Now in a reference to FIGS. 6-8 , the articulated rail coupler 10 isbeing illustrated as coupling opposite ends of a pair of rail cars in asemi-permanent manner. FIG. 6 illustrates an example of three railcars200 joined therebetween into a train consist with two articulated railcouplers 10, although more railcars 200 are also contemplatedherewithin. More particularly, the articulated rail coupler 10 isemployed in coupling opposite ends of a pair of railcars 200 in thesemi-permanent manner where such opposite ends are supported on thesingle truck bogie 280.

In a further reference to FIG. 7 , the railcar 200 is illustrated as aflatcar, for example of a type that is configured to transport one ormore tractor trailers 2 on an upper surface 222 of the railcar frame210. The upper surface 222 can be configured with an optional recess(not shown), as is conventional in the art. The railcar frame 210further comprises a first end 230 and a second end 240 that is spacedapart from the first end 230 along a longitudinal axis 202 of therailcar 200. FIG. 8 illustrates an enlarged view of the first end 230 ofthe railcar 200 that is shown to the right in FIG. 8 . The first end 230is illustrated as comprising a first edge surface 232 that tapersinwardly from one side edge 226 and a second edge surface 234 thattapers inwardly from an opposite side edge 228 and toward the first edgesurface 232. The first end 230 also comprises a notch 231 that isdisposed centrally about the longitudinal axis 202. The notch 231 issized and shaped to receive therewithin the first end 42 of the femaleconnecting member 40. As it can be seen, for example in FIG. 8 , theupper surface of the first end 42 is positioned essentially flush withthe upper surface of the first end 230 after wielding. However, thenotch 231 can be provided as a cavity and the cross-sectional size ofthe first end 42 will be reduced to accommodate such cavity 231. As isconventional, the first end 42 is generally welded to the end 230 of therailcar 200. The first end 230 can comprise an optional cavity 236provided in the thickness of the first end 230 in an open communicationwith one of the first and second tapered edge surfaces, referenced witha numeral 232 and an optional abutment 238 provided on another one ofthe first and second tapered edge surfaces, referenced with a numeral234. Each of the optional cavity 236 and the optional abutment 238 isbeing illustrated as single continuous elongated members, although eachoptional cavity can be provided as a plurality of cavities spaced apartfrom each other and the optional abutment 238 can be provided as aplurality of abutments. Furthermore, although each of the optionalcavity 236 and the optional abutment 238 have been illustrated ascomprising a triangular cross-sectional shape in a plane normal to alength of either the optional cavity 236 and the optional abutment 238,other cross-sectional shapes are also contemplated herewithin.

FIG. 9 illustrates an enlarged view of the second end 240 of the railcar200 that is shown to the left in FIG. 9 . The second end 240 isillustrated as comprising a first edge surface 242 that tapers inwardlyfrom one side edge 228 and a second edge surface 244 that tapersinwardly from an opposite side edge 226 and toward the first edgesurface 242. The second end 240 comprises a cavity 241 that is disposedcentrally about the longitudinal axis 202. The cavity 241 is sized andshaped to receive therewithin the first end 92 of the male connectingmember 90. In other words, when installed, the first end 92 is mostlyhidden from direct view. However, the cavity 241 can be provided as anotch, for example as the above described notch 231, with the first end92 being sized to larger to be received within such notch. As isconventional, the first end 92 is generally welded to the end 240 of therailcar 200. The first end 240 can also comprise an optional cavity 246provided in the thickness of the second end 240 in an open communicationwith one of the first and second tapered edge surfaces, referenced witha numeral 242 and an optional abutment 248 provided on another one ofthe first and second tapered edge surfaces, referenced with a numeral244. Each of the optional cavity 246 and the optional abutment 248 isbeing illustrated as single continuous elongated members, although theoptional cavity 246 can be provided as a plurality of cavities spacedapart from each other and the optional abutment 248 can be provided as aplurality of abutments. Furthermore, although each of the optionalcavity 246 and the optional abutment 248 have been illustrated ascomprising a triangular cross-sectional shape in a plane normal to alength of either the optional cavity 246 and the optional abutment 248,other cross-sectional shapes are also contemplated herewithin.

As it will be explained further in this document, the optional cavities236 and 246, when provided, are disposed diagonally opposite from eachother across a truck bogie 280. Likewise, the optional abutments 238 and248, when provided, are also disposed diagonally opposite from eachother across the truck bogie 280. More particularly, when provided, theabutment 238 is sized and shaped to be received within the cavity 246during operation of the railcar 200 and the abutment 248 is sized andshaped to be received within the cavity 236.

FIG. 7 illustrates one railcar 200 supported by the truck bogie 280 ateach end. In other words, the railcar 200 is illustrated as beingsupported by a pair of truck bogies 280 during operation. For the sakeof reader's convenience, the opposite second end 240 of one adjacentrailcar 200 is shown to the left in FIG. 7 , and the opposite first end230 of another adjacent railcar 200 is shown to the right in FIG. 7 . Inother words, the railcar 200 in FIG. 7 can be the middle railcar 200 inFIG. 6 . As is further illustrated, the first end 230 of the railcar 200and the second end 240 of the adjacent railcar 200 are connected by onearticulated coupler 10, while the second end 240 of the railcar 10 and afirst end 230 of another adjacent railcar 200 are connected by anotherarticulated rail coupler 10, each articulated rail coupler 10 beingseated on a respective truck bogie 280. As it will be explained further,the first end 230 of the railcar 200 and the second end 240 of theadjacent railcar 200 are shown as being aligned along the longitudinalaxis 202 as is particularly applicable during movement of the railcar200 on a track 4, while the first end 230 of another adjacent railcar200 is being shown as rotated forty-five degrees relative to the secondend 240 of the railcar 10, as is can be applicable duringloading/off-loading effort. FIG. 7 further illustrates, at the leftside, how one end 230 can articulate or rotate relative to the oppositeend 240. During this articulation or rotation, the optional abutment 248engages the optional cavity 236 to support or stabilize both ends in avertical direction during loading/off-loading effort. To provideadditional support or stabilization in a vertical direction, the secondend 240 is adapted with a leaf spring 250 that is attached to a bottomsurface of the second end 240 and that contacts the upper surface 22 ofthe base member 20 during rotation of the second end 240 in arelationship to the opposite first end 230 of the adjacent railcar 200.However, the leaf spring 250 can be provided independently from thecavities 236, 246 and abutments 238, 248.

Thus, in an embodiment, the above described railcar 200 can furthercomprise a female connecting member 40 (including the base member 20 andthe second bearing 140) with the first end 42 being received within thenotch 231, or sized to be received within a cavity, and being directlycoupled, by welding, to the first end 230 and a male connecting member90 with the first end 92 being received within the cavity 241 and beingdirectly coupled, by welding, to the second end 240. The railcars 200 inthis embodiment, can be easily connected therebetween by installing thefirst bearing 130 after the female connecting member 40 on one end ofthe railcar 200 and the male connecting member 90 on the opposite end ofthe adjacent rail railcar 200 are aligned so that the second end 100 ofthe male connecting member 90 is positioned within the second end 50 ofthe female connecting member 40 and the apertures 70, 110 and the bore74 are aligned with each other along the second axis 14.

Now in a particular reference to FIG. 10 , labeled prior art, therein isshown a detail construction of a conventional truck bogie 280, for thesake of user's convenience. The truck bogie 280 comprises a pair ofaxles 282 spaced apart from each other along the longitudinal axis 202,a pair of wheels 284 on each axle 282, a pair of side frames 286, eachof the pair of side frames 286 supported on one end of each axle 282, abolster 288 extending between the pair of side frames 286, the bolster288 having each end thereof affixed to a respective side frame 286, thebearing bowl 292 being disposed centrally on an upper surface 290 of thebolster 288, and a pair of side bearings 294 disposed on the surface ofthe bolster 286, each side bearing 294 being disposed adjacent arespective side frame 284. In the embodiment of FIGS. 6-8 , each truckbogie 280 is disposed in an operative alignment with a respectivearticulated rail coupler 10.

Thus, in an embodiment, a railcar 200 can comprise a railcar frame 210.The railcar frame 210 comprises a body with a first end 230 and alongitudinally opposite second end 240, a first tapered edge surface232, 242 in each of the first and second ends, 230 and 240 respectively,a second tapered edge surface 234, 244 in the each of the first andsecond ends, 230 and 240 respectively, a cavity 236, 246 in one of thefirst and second tapered edge surfaces, and an abutment 238, 248 on ananother one of the first and second tapered edge surfaces 234, 244, theabutment 238, 248 being sized and shaped to be received within therespective cavity 236, 246 during operation of the railcar 200, a firstarticulated rail coupler 10, 150 coupled to one of the first and secondends; a second articulated rail coupler 10, 150 coupled to another oneof the first and second ends, a first truck bogie 280 in an operativeengagement with the first articulated rail coupler and a second truckbogie 280 in an operative engagement with the second articulated railcoupler.

FIGS. 11 and 12 illustrate that a length of the railcar 200 can very. Inan example of FIG. 11 , the length of the railcar 200 can accommodate apair of truck trailers 2. In an example of FIG. 11 , the length of therailcar 200 can accommodate a single truck trailer 2. It would beunderstood that other objects or loads can be transported on railcars200.

Now in a further reference to FIGS. 6, 9, and 11-13 , therein is alsoillustrated an articulated rail coupler 150 that would be generallyemployed at a free end of the first or last railcar 200 in a trainconsist of railcars 200. The articulated rail coupler 150 allows ease ofdetachable coupling between the railcar 200 and a locomotive (not shown)or even detachable coupling between a pair of railcars. In an example,the railcar 200 comprising the articulated rail coupler 150 can beeasily coupled to any other railcar that comprises a complimentaryknuckle-type coupler on one or both ends so that the train consist cancomprised railcars of mixed construction types. The exemplaryarticulated coupler 150 comprises a housing 160 with a wedge 180, ashock absorbing member, such as a draft gear 194, a coupler knuckle 192and a coupler shank 190 being rigidly coupled to the coupler knuckle 192and being detachably coupled to the draft gear 194.

As is best illustrated in FIG. 13 , the articulated coupler 150comprises a housing 160. The housing 160 comprises a peripheral wall 162defining a tubular shape with a hollow interior 164, a first open end166 and a second open end 168 that is spaced apart from the first openend 156 along a longitudinal axis 152 of the articulated coupler 150.The first open end 166 is configured to receive therethrough a couplershank. The second open end 168 is configured to receive therethrougheither a first end 42 of the female connecting member 40 or the firstend 92 of the male connecting member 90 (which are omitted in FIG. 13 ).The second end 168 is being further sized so as to allow direct andrigid coupling of such first end 42 or such first end 92 by welding.There is also a pair of flanges 170 (only one of which is shown in FIG.13 ) on an exterior surface of the peripheral wall 162 at a bottomportion thereof, and a concave portion 172 disposed in the bottomportion of the peripheral wall 162, the concave portion 172 being sizedand shaped to clear, during the operation of the articulated railcoupler 150, the axle 282 of the truck bogie 280. The housing 160further comprises a wedge-shaped member 180 being rigidly coupled to thesecond end 168 of the housing 160 and extending outwardly therefrom in agenerally horizontal plane during the operation of the articulated railcoupler 10. The wedge shaped member 180 comprising an upper surface 182,a lower surface 184 disposed at a distance from the upper surface 182 todefine a thickness of the wedge-shaped member 180 and a peripheral edgesurface 186 of the wedge-shaped member 180. The peripheral edge surface186 comprising a pair of planar surface portions 187 and a curvedsurface portion 188 joining free ends of the pair of planar surfaceportions 187.

The articulated rail coupler 150 further comprises a coupler knuckle 192disposed external to the first open end 166 of the housing 160, a shockabsorbing device or a draft gear 194 being operatively mounted withinthe hollow interior 164 adjacent the second open end 168 of the housing160 to absorbs buff and draft shocks during coupling of the articulatedrail coupler 150 as well as shocks encountered by the articulated railcoupler 150 during operation, and a coupler shank 190 having one endthereof being rigidly coupled to the coupler knuckle 192 and having anopposite end thereof being detachably coupled to the draft gear 196. Anyconventional draft gear can be used in the articulated rail coupler 150.Any conventional coupler knuckle with shank can be used in thearticulated coupler 150. Conventional stop(s) 196 can be also used orthe first end 42 or the first end 92 can be configured to act as stop(s)for the draft gear 194.

Thus in an embodiment, the articulated rail coupler, comprises the abovedescribed articulated coupler 10 and at least the above describedhousing 160 that can be rigidly joined or coupled, for example by aconventional welding process, although a friction fit and fasteningmethod are also contemplated herewithin. The draft gear 194 and thecoupler knuckle 192 with the coupler shank 190 can be mounted, in aconventional manner, after the first end 92 of the male connectingmember 90 of the articulated coupler 10 is welded to the housing 160.

In an embodiment, the articulated rail coupler can comprise the abovedescribed housing 160 and either the female connecting member 40 withthe base member 20 or the male connecting member 90 being rigidlycoupled to the second open end 168.

In an embodiment, a first articulated rail coupler assembly on one endof the railcar 200 comprises the above described articulated railcoupler 10 and articulated rail coupler 150 in a rigid connection orcoupling therebetween, a connection between the female connecting member40 and the end of the railcar frame 210, and a leaf spring 250. Suchrigid connection or coupling can comprise the first end 40 of thearticulated rail coupler 10 received, through the open second end 168,within the hollow interior 164. The first end 40 is then welded to thesecond open end 168, although a friction fit and fastening are alsocontemplated herewithin. In this rigid connection or coupling, the wedgeshaped member 180 is fitted within a space 32 between an exteriorsurface of the first end 42 and a top surface 22 of the plate shapedmember 20. The fit can be a loose fit or a friction fit. In thisembodiment, a second coupler assembly on an opposite end of the railcar200 can comprise any one of the articulated coupler 10, a femaleconnecting member 40 thereof and the male connecting member 60.

In an embodiment, each of the first and second articulated rail couplerassemblies can comprise any one of the articulated coupler 10, a femaleconnecting member 40 thereof and the male connecting member 90.

In an embodiment, an articulated coupler assembly comprises a firstcoupler, such as the above described articulated coupler 10 on one endof the railcar 200 and a second coupler, such as the above describedarticulated coupler 150 on an opposite end of the railcar 200.

FIG. 14 illustrates an articulated arrangement of railcars 200 on a pairof rail tracks 4 so as to enable loading/off-loading effort of eachrailcar 200 from a respective end. In this configuration, the first end230 and the second end 240 are pivoted or rotated about each other sothat the longitudinal axis 202 of each railcar 200 is aligned at aboutforty-five (45) degrees to an edge of a platform (not shown), enablingrailcar end loading/off-loading. Furthermore, in this arrangement, theedges of the first and second ends, for example such as 232 and 244 or234 and 242 are aligned parallel to the edge of the platform (notshown), so that a material handling vehicle, for example such as a forklift truck (not shown), travels on both ends 230, 240 of two adjacentrailcars 200 during loading/off-loading through either end. In otherwords, a pair of edges on opposite ends of a pair of adjacent railcars200 define a single edge. At the terminal ends of the train consist, anoptional moveable member can be attached to the platform edge, mountedfor a movement on a railcar frame 210 or loading/off-loading can only beperformed from an opposite end of the respective railcar 200.

The opposite ends of the adjacent railcars 200 can be than supported ina vertical direction during loading/off-loading effort by any one ofinterlocking cavities and abutments, overlapping base member 20 with thewedge shaped member 180 and the leaf spring 250.

Thus, a method of railcar end loading/off-loading comprises adaptingeach railcar 200 with the tapered end 230, 240; coupling each end of therailcar 200 with the above described articulated couplers 10 and/or 150;articulating each railcar 200 on a pair of spaced apart parallel railtracks 4 to position a longitudinal axis 202 of each railcar 200 at anangle of about forty-five (45) degrees to an edge of a platform; andloading or off-loading each railcar 200 from one or both, ends thereof.The method provides for positioning railcars 200 without decoupling onerailcar 200 from another.

FIG. 15 illustrates a schematic diagram of an exemplary rail terminalthat comprises a pair of docks or platforms 6A, 6B and a pair of tracks4 extending from a single rail track spur 4′ that can be adapted with arail switch (not shown) at a split between the single rail track spur 4′and the pair of tracks 4. The rail switch (not shown) has a commonconnection attached to each track portion 4. It has a selectable trackconnection also connected to each track portion 4, and a secondselectable track connection to which the spur 4′ is attached. A portionof each track portion 4 lies adjacent and parallel to edge of dock orplatform 6A and/or 6B. The track portions 4 are spaced relative to dockedges so that railcar 200 generally, including locomotives may be movedalong each track portion 4 without contacting dock edge. This ispreferred for operational flexibility. The track portions 4 are sopositioned relative to the dock edge that side edge of the ends 230 and240 are disposed at a clearance from the dock edge. This clearanceshould be small enough that highway vehicles 2 can drive across it.

Thus, in an embodiment, the subject matter also provides a rail terminalwherein the railcars 200 are positioned at an angle of about forty-five(45) degrees relative to one or two platform edges of the terminal. Suchpositioning of the railcars 200 adapted with tapered ends 230, 240 andcoupled therebetween with articulated rail couplers 10 (and 150) solvesthe problem(s) of loading the tractor trailers onto the railcars andoff-loading tractor trailers from the rail cars.

The chosen exemplary embodiments of the claimed subject matter have beendescribed and illustrated, to plan and/or cross section illustrationsthat are schematic illustrations of idealized embodiments, for practicalpurposes so as to enable any person skilled in the art to which itpertains to make and use the same. As such, variations from the shapesof the illustrations as a result, for example, of manufacturingtechniques and/or tolerances, are to be expected. It is thereforeintended that all matters in the foregoing description and shown in theaccompanying drawings be interpreted as illustrative and not in alimiting sense. For example, a region illustrated or described as flatmay, typically, have rough and/or nonlinear features. Moreover, sharpangles that are illustrated may be rounded. Thus, the regionsillustrated in the figures are schematic in nature and their shapes arenot intended to illustrate the precise shape of a region and are notintended to limit the scope of the present claims. It will be understoodthat variations, modifications, equivalents and substitutions forcomponents of the specifically described exemplary embodiments of theinvention may be made by those skilled in the art without departing fromthe spirit and scope of the invention as set forth in the appendedclaims.

As used herein, the terms “adapted” and “configured” mean that theelement, component, or other subject matter is designed and/or intendedto perform a given function. Thus, the use of the terms “adapted” and“configured” should not be construed to mean that a given element,component, or other subject matter is simply “capable of” performing agiven function but that the element, component, and/or other subjectmatter is specifically selected, created, implemented, utilized,programmed, and/or designed for the purpose of performing the function.It is also within the scope of the present disclosure that elements,components, and/or other recited subject matter that is recited as beingadapted to perform a particular function may additionally oralternatively be described as being configured to perform that function,and vice versa. Similarly, subject matter that is recited as beingconfigured to perform a particular function may additionally oralternatively be described as being operative to perform that function.

Unless otherwise indicated, all numbers expressing quantities ofelements, optical characteristic properties, and so forth used in thespecification and claims are to be understood as being modified in allinstances by the term “about.” Accordingly, unless indicated to thecontrary, the numerical parameters set forth in the precedingspecification and attached claims are approximations that can varydepending upon the desired properties sought to be obtained by thoseskilled in the art utilizing the teachings of the present invention. Atthe very least, and not as an attempt to limit the application of thedoctrine of equivalents to the scope of the claims, each numericalparameter should at least be construed in light of the number ofreported significant digits and by applying ordinary roundingtechniques. Notwithstanding that the numerical ranges and parameterssetting forth the broad scope of the invention are approximations, thenumerical values set forth in the specific examples are reported asprecisely as possible.

Any numerical value, however, inherently contains certain errorsnecessarily resulting from the standard deviations found in theirrespective testing measurements.

Anywhere the term “comprising” is used, embodiments and components“consisting essentially of” and “consisting of” are expressly disclosedand described herein.”

Furthermore, the Abstract is not intended to be limiting as to the scopeof the claimed invention and is for the purpose of quickly determiningthe nature of the claimed invention.

1.-21. (canceled)
 22. A railcar, comprising: a first end; a second enddisposed opposite the first end along a longitudinal axis of therailcar; a first tapered edge surface in each end from the first andsecond ends; and a second tapered edge surface in the each end from thefirst and second ends.
 23. The railcar of claim 22, further comprising anotch disposed centrally about the longitudinal axis in one end from thefirst and second ends.
 24. The railcar of claim 23, wherein the notch issized to receive therewithin an end of a female connecting member of anarticulated coupler.
 25. The railcar of claim 22, further comprising: anotch disposed centrally about the longitudinal axis in one end from thefirst and second ends; and a female connecting member of an articulatedcoupler, the female connecting member having end being sized to bereceived within the notch.
 26. The railcar of claim 22, furthercomprising a cavity disposed centrally about the longitudinal axis inone end from the first and second ends.
 27. The railcar of claim 26,wherein the cavity is sized to receive therewithin an end of a maleconnecting member of an articulated coupler.
 28. The railcar of claim22, further comprising: a cavity disposed centrally about thelongitudinal axis in one end from the first and second ends; and a maleconnecting member of an articulated coupler, the male connecting memberhaving end being sized to be received within the cavity.
 29. The railcarof claim 22, further comprising an articulated rail coupler rigidlyattached to one end from the first and second ends.
 30. The railcar ofclaim 22, further comprising: a female connecting member of anarticulated coupler rigidly attached to one end from the first andsecond ends; and a male connecting member of the articulated couplerrigidly attached to another end from the first and second ends.
 31. Therailcar of claim 30, wherein the female connecting member comprises: abase member; a void through a thickness of the base member; a first enddisposed at a distance from a surface of the base member; and a secondend with two walls, a bore in one wall from the two walls and anaperture in another wall from the two walls, the aperture and the boredefining a rotational axis of the female connecting member.
 32. Therailcar of claim 30, further comprising a housing with a peripheral walldefining a hollow interior and with one end being rigidly attached tothe female connecting member.
 33. The railcar of claim 32, wherein theperipheral wall further includes a concave portion disposed adjacent alongitudinally opposite end, the concave portion being sized and shapedto clear an axle of a truck bogie of the railcar.
 34. The railcar ofclaim 33, further comprising a railcar coupler extending from alongitudinally opposite end of the housing.
 35. The railcar of claim 34,further comprising a shock absorbing member disposed within the hollowinterior
 36. The railcar of claim 22, further comprising a cavitydisposed centrally about the longitudinal axis in one end from the firstand second ends and a notch disposed centrally about the longitudinalaxis in another end from the first and second ends.
 37. The railcar ofclaim 22, further comprising: a cavity in one tapered edge surface fromthe first and second tapered edge surfaces; and an abutment on ananother tapered edge surface from the first and second tapered edgesurfaces, the abutment sized and shaped to be received within thecavity.
 38. The railcar of claim 22, further comprising two truckbogies.